CN1495064A - Communication error detecting method for vehicular bus communication network - Google Patents
Communication error detecting method for vehicular bus communication network Download PDFInfo
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- CN1495064A CN1495064A CNA031560792A CN03156079A CN1495064A CN 1495064 A CN1495064 A CN 1495064A CN A031560792 A CNA031560792 A CN A031560792A CN 03156079 A CN03156079 A CN 03156079A CN 1495064 A CN1495064 A CN 1495064A
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L1/00—Arrangements for detecting or preventing errors in the information received
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
- B60R16/0315—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for using multiplexing techniques
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Abstract
A communication error detecting method for a bus communication network including a first type ECU which is powered on whether an ignition key is situated at an ON position or a cranking position and a second type ECU which is powered on when the ignition key is situated at the ON position and which is powered off when the ignition key is situated at the cranking position. The communication error detecting method includes: selecting a predetermined detecting mode from a plurality of detecting modes according to a combination of the type of a subject ECU and the type of a corresponding ECU; and performing an error detection according to the predetermined communication error detecting mode so selected.
Description
Technical field
The present invention relates to the communication errors method of inspection of bus communication net in the vehicle (bus communication network).
Background technology
Usually, a plurality of electronic control units (ECU) that utilize electronic method to control a plurality of actuators respectively are installed on vehicle.The actuator that each ECU utilizes electronic method control to link to each other with concern ECU simultaneously by utilizing multiplexed transmission path to communicate, transmits and receive data between concern ECU and corresponding ECU.
ECU in this vehicle multiplex communication system or multiplexed transmission path occur just can not carrying out data transmission between ECU when unusual, perhaps can carry out data transmission mistakenly.Therefore, worry can not correctly be carried out electron steering.For head it off, be generally each ECU the communication errors measuring ability is set, it is unusual to be used for determining that corresponding ECU or transmission path exist.For example, as described in Japanese Utility Model patent JP-UM-B-7-23722, each ECU is designed to, concern ECU can not predetermined time cycle or the longer time in when corresponding ECU receives data, determine to have taken place in corresponding ECU or the transmission path unusually.
At this, these ECU that constitute the vehicle multiplex communication system are divided into ignition key no matter usually, and to be in open position still be the ECU that all is powered of control position and the ECU that only is powered when ignition key is positioned at control position.Because when ignition key remains on open position, latter ECU does not work, and therefore can not transmit data, if so, the situation of fault may occur mistakenly latter ECU being defined as taking place even utilize the former ECU when ignition key is in open position, still can work to communicate detection.Therefore, in orthodox method, when ignition key is positioned at open position, stop to communicate error detection, determine phenomenon to prevent this mistake.
On the other hand, there is the situation of multiplex communication system being carried out following configuration sometimes in the battery load when reducing starting (cranking): promptly, and when ignition key is positioned at the starting position, a part of ECU outage.In the following description, even the ECU that still is powered when starting is called first kind ECU, and the ECU that will be de-energized when starting is called the second type ECU.
In having the multiplex communication system of above-mentioned configuration, there are the first kind ECU and the second type ECU with hybrid mode.Owing to be in the starting position (in general at ignition key, corresponding to control position) time, this first kind ECU communicates error detection, even, still may have the danger that this second type ECU has been defined as taking place fault so countermeasures is set when ignition key is in open position, to stop to communicate error detection.
Summary of the invention
The purpose of this invention is to provide a kind of wrong communication errors method of inspection of determining of when communicating error detection in the bus communication net that the first kind ECU and the second type ECU are being set with hybrid mode, guaranteeing to prevent.
In order to realize this purpose, the invention provides a kind of communication errors method of inspection that is used for the bus communication net, this bus communication net comprises that ignition key no matter is in control position and still is in the first kind ECU that the starting position all is powered and is powered and the second type ECU that is de-energized when ignition key is in the starting position when ignition key is in control position.
This communication errors method of inspection comprises: according to the combination of the type of the type of concern ECU and corresponding ECU, select the predetermined detection pattern from multiple detecting pattern; And, carry out error detection according to the scheduled communication error detection pattern of such selection.
Preferably, multiple detecting pattern comprises at least, wherein when the power line voltage that produces is lower than predetermined voltage no matter ignition key be in control position and still be in the starting position and all stop to communicate the first communication errors detecting pattern of error detection, wherein when ignition key is in the starting position, stop to communicate the second communication error detection pattern of error detection and wherein when the speed of a motor vehicle is lower than preset vehicle speed, stop one of third communication error detection pattern that communicates error detection.
In the vehicle bus communication network, utilize battery usually as power supply.Particularly when starting, along with the reduction of battery dump energy, power line voltage also reduces.Because power line voltage reduces, tend between ECU, cause communication errors, thus the danger that causes in communicating the error detection process, producing error detection.
In addition, when starting, first kind ECU is powered, and the second type ECU is de-energized and enters not working condition.Therefore, when first kind ECU communicates error detection, may produce the second type ECU and be defined as the danger of et out of order mistakenly.
In addition, as following when describing the embodiment of the invention, describe in detail like that, strictly speaking, occur first kind ECU and the second type ECU sometimes and have different beginning and be powered the situation that time and end are powered the time.For example, may occur to the beginning power-on time of the second type ECU a little early than beginning power-on time to first kind ECU, and a little is later than the end power-on time to first kind ECU to the end power-on time of the second type ECU.
In this case, if the ECU that pays close attention to is the second type ECU, and corresponding ECU is first kind ECU, and then when slowly operating ignition key, early the ECU that activates communicates error detection to corresponding ECU.Therefore, may produce corresponding ECU and be confirmed as unusual danger.
Yet, according to the present invention, each ECU all is designed to the combination according to the type of the type of concern ECU and corresponding ECU, selects a kind of communication errors detecting pattern from following communication errors detecting pattern: wherein can prevent the first definite communication errors detecting pattern that leads to errors because power line voltage reduces; Wherein can prevent and start the second communication error detection pattern that the mistake that is associated is determined; And wherein can prevent when not reaching preset vehicle speed (perhaps when existing ignition key to be in control position dangerous improperly), the third communication error detection pattern that makes a mistake definite.Therefore, eliminate or reduced definite danger that makes a mistake.
In addition, the invention provides a kind of vehicle, this vehicle comprises: ignition lock, can between control position and starting position, change at least; The bus communication net comprises the first kind ECU and the second type ECU; And power supply, be used for first kind ECU and second type ECU power supply; Wherein no matter ignition lock is in control position still is in the starting position, and first kind ECU all is powered; When ignition lock was in control position, the second type ECU was powered, and when ignition lock was in the starting position, the second type ECU was de-energized; And according to the combination of the type of the type of concern ECU and corresponding ECU, the first kind ECU and the second type ECU select the predetermined detection pattern from multiple detecting pattern, thereby communicate error detection according to the scheduled communication error detection pattern of such selection.
In addition, the invention provides the bus communication net in a kind of vehicle, this bus communication net comprises: first kind ECU, and no matter the interior ignition lock of vehicle is in control position still is in the starting position, all is powered; The second type ECU when ignition lock is in control position, is powered, and when ignition lock is in the starting position, is de-energized; And bus, be used to connect the first kind ECU and the second type ECU; Wherein according to the combination of the type of the type of concern ECU and corresponding ECU, the first kind ECU and the second type ECU select the predetermined detection pattern from multiple detecting pattern; And according to the scheduled communication error detecting method, first kind ECU and one of second type ECU are to carrying out error detection with communicating by letter of another ECU.
Description of drawings
With reference to the accompanying drawings the present invention can be described more easily.
Fig. 1 illustrates to have used the functional block diagram of the bus communication net of communication errors method of inspection according to an embodiment of the invention;
Fig. 2 illustrates the condition of power supply of each ECU among the first kind to the three type ECU that are arranged on the communication network shown in Figure 1 and the form of the relation between outage condition and the ignition key position;
Fig. 3 illustrates the scheme drawing that concerns between the on/off of the switch position of ignition key and power supply;
Fig. 4 illustrates the block scheme that is arranged on the first kind ECU on the communication network shown in Figure 1;
Fig. 5 illustrates the block scheme that is arranged on the second type ECU on the communication network shown in Figure 1;
Fig. 6 is the diagram of circuit that detects routine according to the communication errors of the first communication errors detecting pattern of first kind ECU execution shown in Figure 2;
Fig. 7 is the diagram of circuit that detects routine according to the communication errors of the second communication error detection pattern of first kind ECU execution;
Fig. 8 is the diagram of circuit that detects routine according to the communication errors of the third communication error detection pattern of second type ECU execution;
Fig. 9 be illustrate in embodiments of the present invention the ECU that pays close attention to and the combination of corresponding ECU and the form of the relation between the communication errors detecting pattern;
Figure 10 is the functional block diagram of the ECU of conversion example according to the present invention;
Figure 11 is the diagram of circuit that the communication errors of ECU execution shown in Figure 10 detects routine.
The specific embodiment
The communication errors method of inspection that is used for the bus communication net below with reference to description of drawings according to the embodiment of the invention.
As shown in Figure 1, the vehicle bus communication network of having used according to the communication errors method of inspection of the embodiment of the invention has a plurality of ECU2 (Fig. 1 illustrates 4 ECU among a plurality of ECU) that are connected to as the bus 1 of multiplexed transmission path.Each ECU is made of the first kind, second type or the 3rd type ECU (hereinafter to be referred as first to the 3rd ECU).At this, as shown in Figure 2, first to the 3rd ECU is powered different mutually with the condition of cutting off the power supply according to the ignition key position.In this respect, IG1 power supply, IG2 power supply and accessory equipment (ACC) power supply are connected to the battery (not shown) by for example ignition lock 3 and a circuit (not shown), and are powered and cut off the power supply according to ignition key position (with reference to figure 2).In addition, well-known in orthodox method, can lock M/C igniting switch 3 between (LOCK) position, accessory equipment (ACC) position and connection (ON) position and starting (START) position, as shown in Figure 3.
Therefore, if ignition key is positioned at latched position or ACC position, then cut off, and an ECU is de-energized from the power supply of IG1 power supply to the ECU.If ignition key is in power supply position or starting position, then realize an ECU is powered, an ECU is powered.In addition, if ignition key is in control position, then the 2nd ECU is powered.If ignition lock 3 is in any other position, then the 2nd ECU is de-energized.On the contrary, if ignition key is in latched position or starting position, then the 3rd ECU is de-energized.If ignition lock 3 is in ACC position or control position, then the 3rd ECU is powered.
In each ECU, engine control ECU and gauge control ECU belong to an ECU, and air-conditioning control ECU belongs to the 2nd ECU, and carlighting control ECU belongs to the 3rd ECU.
Each ECU2 all is used to communicate error detection, in the communication errors testing process, determines whether corresponding (transmission start device) ECU or the bus that is associated with it be unusual.
That is to say, as shown in Figure 4, an ECU21 has that the communication process functional unit 21a of bus of being connected to 1, the power line voltage that is connected by electrical wiring to IG1 power supply 4 determine functional unit 21b, functional unit 21c and the overtime definite functional unit 21d that communicates error detection are determined in power connection/disconnection of being connected by electrical wiring to IG2 power supply 5.The input end of overtime definite functional unit 21d is connected respectively to communication process functional unit 21a, power line voltage and determines that functional unit 21b and IG2 power connection/disconnection determine the mouth of functional unit 21c.
As following detailed description, an ECU21 is used for when corresponding ECU is first kind ECU, selects the first communication errors detecting pattern, when corresponding ECU is the second type ECU, select second communication error detection pattern, then, carry out the communication errors detecting pattern of selecting like this.
In order to determine the type of corresponding ECU, to the data sink time table (not shown) relevant with corresponding ECU be stored among the ECU21, then, at every turn when an ECU21 receives data, the one ECU21 determines a corresponding ECU according to this table, to select first or second communication error detection pattern.
As shown in Figure 5, the 2nd ECU22 have bus of being connected to 1 communication process functional unit 22a, be connected by electrical wiring to overtime definite functional unit 22c that the speed of a motor vehicle that is positioned near the car speed sensor 6 the average speed indicator (not shown) is determined functional unit 22b and communicated error detection, the input end of overtime definite functional unit 22c is connected respectively to the mouth that communication process functional unit 22a and the speed of a motor vehicle are determined functional unit 22b.
Similar with the situation of an ECU21, at every turn when the 2nd ECU22 receives data, the 2nd ECU22 determines that according to the form (not shown) that deposits in it corresponding ECU is the first kind ECU or the second type ECU, but also when corresponding ECU is first kind ECU, select third communication error detection pattern, communicating error detection, and when corresponding ECU is the second type ECU, carry out known traditional communication error detection.
In having the communication network of above-mentioned configuration, when definite corresponding ECU is first kind ECU, even be in the combination of an ECU at concern ECU and corresponding ECU, each ECU21 still selects the first communication errors detecting pattern, cause in detecting the communication errors process, occurring mistake to prevent because reduce power supply voltage and determine, and carry out communication errors shown in Figure 6 with predetermined period and detect routine.
Detect in the routine at communication errors shown in Figure 6, power line voltage determines that functional unit 21b obtains power line voltage (step S1), and determines that the power line voltage that obtains like this equals or greater than predetermined voltage (step S2).If the result who determines is sure (being), determine that perhaps power line voltage is equal to, or greater than predetermined voltage, then judging does not have to take place the wrong danger of determining because reduce power line voltage, and overtime definite functional unit 21d waits for and receives the data of sending termly from corresponding ECU.
At this, if corresponding ECU and the bus that is associated with it does not take place unusually, then from predetermined time of reception, at the fixed time before the expiration (for example, 1 to 2 second or be equivalent to time of 10 transmission cycles), will deliver to overtime definite functional unit 21d from the data of corresponding ECU.
Then, overtime definite functional unit 21d determines, from predetermined time of reception, whether receive the data (step S3) that corresponding ECU regularly sends at the fixed time before the expiration, if determine that the result is sure, if perhaps correctly receive the data that corresponding ECU sends, the communication errors that then finishes in the current period detects, and determines and need not to carry out any overtime mistake.
If definite result of step S3 is (the denying) of negating, if perhaps do not receive the data that corresponding ECU sends in the given time, it is unusual to judge that then the corresponding ECU or the bus that is associated take place, and an ECU21 determines to exist overtime mistake (step S4).
As mentioned above, at corresponding ECU is under the situation of an ECU21, although according to preventing that the first communication errors detecting pattern because of the mistake that the reduction power line voltage causes is determined from communicating error detection, but at corresponding ECU is under the situation of the 2nd ECU, in order at concern ECU to be an ECU and corresponding ECU is in the combination of the 2nd ECU, prevent that the mistake that may cause is definite when starting, carry out communication errors shown in Figure 7 with predetermined period and detect routine, to communicate error detection according to second communication error detection pattern.
Detect in the routine at communication errors shown in Figure 7, IG2 power connection/disconnection determines that functional unit 21c obtains IG2 power supply signal (step S11), and whether definite IG2 power supply is switched on (step S12).If determine that the result is sure, if perhaps IG2 power supply 5 is switched on, then do not start, therefore, in detecting the communication errors process, there is not definite danger that leads to errors because start, begin communication errors then and detect.
That is to say, overtime definite functional unit 21d determines whether received the data (step S13) that corresponding ECU sends in the schedule time that begins from predetermined time of reception, if determine correctly to have received the data of corresponding ECU transmission, then in current period, finish communication errors and detect, and need not to carry out any overtime error detection.On the contrary, if determine the data do not receive that in the given time corresponding ECU sends, then judge corresponding ECU or the bus that is associated with it takes place unusually, overtime definite functional unit 21d determines to exist overtime mistake (step S14).
In addition, for corresponding ECU is the situation of the 3rd ECU, although omission illustrates its diagram of circuit and is not described, but, even owing to be an ECU and corresponding ECU is in the combination of the 3rd ECU at concern ECU, if the one ECU communicates error detection and still exists and carry out the wrong danger of determining in when starting, so if corresponding ECU is the 3rd ECU, then the one ECU21 stops to communicate error detection when starting.Although below having omitted corresponding ECU is that the situation of the 3rd ECU describes, the communication errors of carrying out detects the communication errors that is equivalent to carry out when corresponding ECU is the 2nd ECU and detects.
Therefore, as mentioned above, each ECU21 according to the type of corresponding ECU, based on first or second communication error detection pattern communicate error detection.
In contrast, each the 2nd ECU22 is according to the type of corresponding ECU, communicate error detection based on third communication error detection pattern or known traditional communication error detecting method.At this, third communication error detection pattern attempts to prevent because exist the power supply time opening different with the power supply concluding time and mistake that cause is definite between an ECU and the 2nd ECU.
At first, with being illustrated as, what has a little different reason in power supply time opening between an ECU21 and the 2nd ECU22 and power supply concluding time.In Fig. 2 and configuration shown in Figure 3, exactly, with when the ACC position is transformed into control position, a little is converted to open position with the IG2 power supply from control position early than the IG1 power supply at operation ignition lock 3.In addition, strictly speaking, when being converted to the ACC position from control position, a little is later than the IG1 power supply, and the IG2 power supply is converted to open position from control position at operation ignition lock 3.In other words, to power supply time opening of the 2nd ECU22 a little early than the power supply time opening to an ECU21, and a little is later than the power supply concluding time to an ECU21 to power supply concluding time of the 2nd ECU22.
In configuration similarly, at concern ECU is the 2nd ECU, and corresponding ECU is an ECU and slowly operates ignition lock 3 when changing between ACC position and control position, when corresponding ECU is in out-of-action state, may produce the danger that communicates error detection, thereby determine that corresponding ECU is unusual.
Determine that for fear of aforesaid mistake when definite corresponding ECU was an ECU, the 2nd ECU22 carried out communication errors shown in Figure 8 with predetermined period and detects routine, to communicate error detection according to third communication error detection pattern.
Detect in the routine at communication errors shown in Figure 8, the speed of a motor vehicle determines that functional unit 22b obtains speed information (step S21), then, determines that the speed of a motor vehicle equals or is higher than preset vehicle speed (step S22).If determine that the result is sure (being), if determine that perhaps the speed of a motor vehicle surpasses preset vehicle speed, judge then that vehicle is positioned under the control position at ignition lock 3 and travel, therefore judged before not existing in ignition lock 3 correctly is positioned at control position and carry out the wrong danger of determining.
In this case, overtime definite functional unit 22c of the 2nd ECU22 determines whether receive the data (step S23) that corresponding ECU sends in the schedule time that begins from predetermined time of reception.If determine correctly to receive the data of corresponding ECU transmission, then finishing communication errors in current period detects, determine and need not to carry out any overtime mistake, yet, if determine not receive in the given time the data of corresponding ECU transmission, the bus of then judging corresponding ECU or being associated with it exists unusual, and overtime definite functional unit 22c determines to exist overtime mistake (step S24).
Therefore, as mentioned above, when corresponding ECU was an ECU, the 2nd ECU22 communicated error detection according to third communication error detection pattern, thereby prevented to lead to errors definite because of a little difference of power supply time opening between an ECU and the 2nd ECU and power supply concluding time.Yet, when corresponding ECU is the 2nd ECU, since known usually, do not exist and carry out the danger that this mistake is determined, so, carry out overtime mistake and determine according in the schedule time that begins from predetermined time of reception, whether receiving the data that corresponding ECU sends.
As mentioned above, according to this embodiment, at concern ECU and corresponding ECU all is when the IG1 power supply is used as the first kind ECU of voltage source, each ECU2 selects the first communication errors detecting pattern, at concern ECU is first kind ECU, and corresponding ECU is when the IG2 power supply is used as the second type ECU of voltage source, each ECU2 selects second communication error detection pattern, at concern ECU is the second type ECU, and corresponding ECU is when being first kind ECU, and each ECU2 selects third communication error detection pattern (with reference to figure 9).
Therefore, because when power line voltage reduces, starts and operates ignition lock 3 with conversion ignition lock 3, forbid communicating error detection, even so when causing communication failure temporarily because reduce or start the power line voltage reduction of the operation ECU that is associated with power line voltage, perhaps because at operation ignition lock 3 with when taking place during conversion between ACC position and the control position can not communicate by letter temporarily to the power interruption of ECU, still do not have the wrong situation about determining of carrying out.
The present invention is not limited to present embodiment, and can make various modifications to it.
For example,, when concern ECU and corresponding ECU all are an ECU, select the first communication errors detecting pattern, can replace and select second or third communication error detection pattern although in the present embodiment.In addition, although in the present embodiment, be an ECU at concern ECU, select second communication error detection pattern, and when corresponding ECU is the 2nd ECU, can select third communication error detection pattern.
In addition,, dispose first and second ECU respectively as shown in Figure 4 and Figure 5, in order to realize that according to communication errors method of inspection of the present invention the configuration of first and second ECU is not limited to respectively by the configuration shown in each accompanying drawing although in the present embodiment.For example, first and second ECU can be made of communication process functional unit 2a that links to each other with bus 1 and the overtime definite functional unit 2b that links to each other with communication process functional unit 2a, as shown in figure 10.In this case, overtime definite functional unit 2b for example carries out communication errors shown in Figure 11 and detects routine.Step S31 in this routine, determine whether in the schedule time that begins from predetermined time of reception, to receive the data that corresponding ECU regularly sends, if determine that the result negates if perhaps do not receive data in the given time, then to determine to exist overtime mistake at step S32.Yet, step S31 as the schedule time of determining criterion be set to than much longer time normal starting time (for example, about 1 minute), can prevent that thus the mistake that appearance is associated with starting in the process of detection communication errors is definite, but can not detect the provisional communication fault that begins generation before one minute schedule time expiration from the time of reception arrival.
Claims (11)
1. communication errors method of inspection that is used for the bus communication net, this bus communication net comprises that ignition key no matter is in control position and still is in the first kind ECU that the starting position all is powered and is powered and the second type ECU that is de-energized when ignition key is in the starting position when ignition key is in control position, this communication errors method of inspection comprises:
According to the combination of the type of the type of concern ECU and corresponding ECU, from multiple detecting pattern, select the predetermined detection pattern; And
According to the scheduled communication error detection pattern of such selection, carry out error detection.
2. communication errors method of inspection according to claim 1, wherein multiple detecting pattern comprises one of following pattern at least: wherein no matter ignition key is in control position when the power line voltage that produces is lower than predetermined voltage still is the first communication errors detecting pattern that the starting position all stops to communicate error detection; Wherein when being in the starting position, ignition key stops to communicate the second communication error detection pattern of error detection; And the third communication error detection pattern that wherein when the speed of a motor vehicle is lower than preset vehicle speed, stops to communicate error detection.
3. communication errors method of inspection according to claim 2 wherein in selecting step, when concern ECU and corresponding ECU are first kind ECU, is selected the first communication errors detecting pattern.
4. communication errors method of inspection according to claim 2 in selecting step, is first kind ECU at concern ECU wherein, and corresponding ECU is when being the second type ECU, selection second communication error detection pattern.
5. communication errors method of inspection according to claim 2 in selecting step, is the second type ECU at concern ECU wherein, and corresponding ECU is when being first kind ECU, selection third communication error detection pattern.
6. vehicle, this vehicle comprises:
Ignition lock can be changed between control position and starting position at least;
The bus communication net comprises the first kind ECU and the second type ECU; And
Power supply is used for first kind ECU and second type ECU power supply;
Wherein no matter ignition lock is in control position still is in the starting position, and first kind ECU all is powered;
When ignition lock was in control position, the second type ECU was powered, and when ignition lock was in the starting position, the second type ECU was de-energized; And
According to the combination of the type of the type of concern ECU and corresponding ECU, the first kind ECU and the second type ECU select the predetermined detection pattern from multiple detecting pattern, thereby communicate error detection according to the scheduled communication error detection pattern of such selection.
7. vehicle according to claim 6,
Wherein multiple detecting pattern comprises one of the first communication errors detecting pattern, second communication error detection pattern and third communication error detection pattern at least;
In the first communication errors detecting pattern, when the power line voltage that provides at power supply was lower than predetermined voltage, no matter ignition lock was in control position or starting position, all stops to communicate error detection;
In second communication error detection pattern, when ignition lock is switched to the starting position, stop to communicate error detection; And
In third communication error detection pattern, when the speed of a motor vehicle is lower than preset vehicle speed, stop to communicate error detection.
8. vehicle according to claim 7 wherein when concern ECU and corresponding ECU are first kind ECU, is selected the first communication errors detecting pattern.
9. vehicle according to claim 7 is first kind ECU at concern ECU wherein, and corresponding ECU selects second communication error detection pattern when being the second type ECU.
10. vehicle according to claim 7 is the second type ECU at concern ECU wherein, and corresponding ECU selects third communication error detection pattern when being first kind ECU.
11. a bus communication net that is used in the vehicle, this bus communication net comprises:
First kind ECU, no matter the interior ignition lock of vehicle is in control position still is in the starting position, all is powered;
The second type ECU when ignition lock is in control position, is powered, and when ignition lock is in the starting position, is de-energized; And
Bus is used to connect the first kind ECU and the second type ECU;
Wherein according to the combination of the type of the type of concern ECU and corresponding ECU, the first kind ECU and the second type ECU select the predetermined detection pattern from multiple detecting pattern; And
According to the scheduled communication error detecting method, first kind ECU and one of second type ECU are to carrying out error detection with communicating by letter of another ECU.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP255029/2002 | 2002-08-30 | ||
| JP2002255029A JP4003062B2 (en) | 2002-08-30 | 2002-08-30 | Communication error detection method in bus communication network |
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| Publication Number | Publication Date |
|---|---|
| CN1495064A true CN1495064A (en) | 2004-05-12 |
| CN1267302C CN1267302C (en) | 2006-08-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB031560792A Expired - Fee Related CN1267302C (en) | 2002-08-30 | 2003-08-29 | Communication error detecting method for vehicular bus communication network |
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| Country | Link |
|---|---|
| US (1) | US6970776B2 (en) |
| JP (1) | JP4003062B2 (en) |
| KR (1) | KR100544940B1 (en) |
| CN (1) | CN1267302C (en) |
| DE (1) | DE10339464A1 (en) |
| TW (1) | TWI223521B (en) |
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| CN109683589A (en) * | 2018-12-25 | 2019-04-26 | 深圳市元征科技股份有限公司 | A kind of more ECU harness connection methods and harness control box |
| CN110290039A (en) * | 2014-09-12 | 2019-09-27 | 松下电器（美国）知识产权公司 | Electronic control unit, vehicle netbios and vehicle communication means |
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| US20070169551A1 (en) * | 2005-06-13 | 2007-07-26 | Analog Devices, Inc. | MEMS Sensor System with Configurable Signal Module |
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| JP2008312024A (en) * | 2007-06-15 | 2008-12-25 | Auto Network Gijutsu Kenkyusho:Kk | Transit connection unit |
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| JP2016011028A (en) * | 2014-06-27 | 2016-01-21 | 株式会社デンソー | Vehicular electronic control device |
| JP6531011B2 (en) * | 2015-09-04 | 2019-06-12 | 日立オートモティブシステムズ株式会社 | In-vehicle network device |
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| US6484082B1 (en) * | 2000-05-24 | 2002-11-19 | General Motors Corporation | In-vehicle network management using virtual networks |
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2002
- 2002-08-30 JP JP2002255029A patent/JP4003062B2/en not_active Expired - Fee Related
-
2003
- 2003-08-27 DE DE10339464A patent/DE10339464A1/en not_active Withdrawn
- 2003-08-27 TW TW092123551A patent/TWI223521B/en not_active IP Right Cessation
- 2003-08-29 KR KR1020030060275A patent/KR100544940B1/en active IP Right Grant
- 2003-08-29 US US10/650,929 patent/US6970776B2/en not_active Expired - Lifetime
- 2003-08-29 CN CNB031560792A patent/CN1267302C/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110290039A (en) * | 2014-09-12 | 2019-09-27 | 松下电器（美国）知识产权公司 | Electronic control unit, vehicle netbios and vehicle communication means |
| CN109154928A (en) * | 2016-05-20 | 2019-01-04 | 标致雪铁龙汽车股份有限公司 | The multiplex networks of the loss of controlled state frame |
| CN109683589A (en) * | 2018-12-25 | 2019-04-26 | 深圳市元征科技股份有限公司 | A kind of more ECU harness connection methods and harness control box |
| CN109683589B (en) * | 2018-12-25 | 2021-08-10 | 深圳市元征科技股份有限公司 | Multi-ECU wire harness connection method and wire harness control box |
Also Published As
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|---|---|
| JP4003062B2 (en) | 2007-11-07 |
| US6970776B2 (en) | 2005-11-29 |
| US20040225417A1 (en) | 2004-11-11 |
| KR100544940B1 (en) | 2006-01-24 |
| TW200405692A (en) | 2004-04-01 |
| KR20040020802A (en) | 2004-03-09 |
| JP2004090787A (en) | 2004-03-25 |
| TWI223521B (en) | 2004-11-01 |
| DE10339464A1 (en) | 2004-05-19 |
| CN1267302C (en) | 2006-08-02 |
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